Carburetor



, June 4, 1935. G. L. KENNEDY- CARBURETOR Original Filed Jan. 5; 1925 2Sheets-Sheet 1 INVENTOR Guy L KENNEDY ATTORNEY June 4, 1935. I '6. L. KENNEDY 2,004,003

FARBURETOR I Original Filed Jan. 5, 1925 '2 Sheets-Sheet 2 INVENTORATTORNEY Patented June 4, 1935 oAaBUa roa Guy L. Kennedy, New York,N..Y., assignorto Ken-Grip Corporation, a corporation of New. York IApplication January 5, 1925, Serial No. 687

Renewed ctober 14, 1931 1 Claims. (01. 261-44) w This invention relatesto improvements in gastatably supported in bearings in the sides of theifying devices or carburetors; particularly car.- casing, so thatthisvalve can be turned to be buretors to supply the inflammable motiveagent disposed transversely of .the bore '2, and thus close required inthe operation of internal combustion the bore, or with its plane more orless in line 5 engines, with the bore, so as to open it. I also mountthe 5 An object of the invention is to provide a simple, valve 3 so thatit can turn about an axis transverse efficient and inexpensivecarburetor that will, so with respect to the bore 2 to open or closingposivaporize a combustible liquid as to yield a homo: tion, this valvebeing supported upon a rotatable geneous practically dry product; andthat is deshaft or spindle 6, turning in bearings in the side signed tomaintain a substantially constant vacof the casing I, and beingpreferably parallel to 10 uum during vaporization, regardless of thefiucthe shaft 5. The valve 3 is hollow and closes an tuating vacuum inthe intake manifold of the interior chamber 1, and this valve is alsoproengine. vided with an outlet 8 in the form of a slot, as

These and other objects and advantages of the indicated particularly inFigures 1, 5 and 6. On

invention will bemade clear in the following dethe inside of the valve3, the spindle 6 is bored to 15 scription and the novel features of myimproved provide a pair of ports; 9 which communicate carburetor will bedefined in the appended claims. with a duct I0 through which gasolineand air But this disclosure is, of course, illustrative only, pass byway of the ports or nozzles 9, to the chamand I may alter the details ofconstruction actuher "I, and the gasoline thus admitted to the chamallyshown herein to a considerable extent, as inber 1 intermingles with theair in this chamber 20 dicated by the broad meanings of the terms in andflows out through the slot 8 into the bore 2.

h h th claimsgare expressed, Therefore, the valve 3 serves as an airregulat- On the drawings, I ing valve and spray nozzle combined. Figure1 is a view of acarburetor according to This valve 3 should preferablyhave the shape my invention, presented in longitudinal section, of anoblate sphere consisting of two halves II, 25 on an enlarged scale; eachhalf being hemispherical in shape, but not Figure 2 is a side iewthereof; truly hemispherical; and being somewhat flat- Figure 3 is anopposite side view; tened, and also held together rim to rim by a Figure4 is a bottom plan of the carburetor; screw I2 which passes directlythrough the spin- Figure 5 is a section on line 5-5 of Figure 1, dle 6,the ,rims of each half H being recessed 30 looking downward, some of theoutside members to enable them to be clamped upon the shaft or of thecarburetor being omitted, the air valve spindle 6 with their edges incontact, except over and spray nozzle being illustrated as fully open;the portions where the opposed edges of the two Figure 6 is a similarsection, the air valve and halves are cut away to provide the slot 8.This spray nozzle in this view being in shut-off or slot is entirely atone side of the valve and is 35 throttle position; this view being insection on somewhat less thana semicircle in length. As both line 5-5and line 6-6 onFigure 1; shown clearly in the drawings, the diameter ofFigures '7, 8, 9, l0 and 11 are views showing the this valve measured inthe plane of the contactconstruction and function of the means for adingedges or rims of the substantially hemispheri- 40 mitting and regulatingthe admission of gasoline cal halves H, is greater than the diametercoin- 40 to the carburetor; and V ciding with the axis of the screw 12,the valve Figure 12 is a sectional view showing a modl- 3 thus beingoblate in form or in the form of a fication of the carburetor in onedetail. sphere flattened at the poles and bulging at the Thesamenumerals identify the same parts equator; The equatorial diameter isindicated 5 throughout. by the dotted line E in Figures 1 and 6, and theIn the pa c description of t e draw polar diameter by the line indicatedby the letter I use the numeral l to indicate atubular casing P inFigure 5. which has a bore 2 extending long tu When thevalve is turnedon its shaft 6 so as through it, and is open at both ends. The bore 2 tocarry it into the position shown in Figure 5,

is indicated as a cylinder in cross-section, but may that is, with thepolar diameter P transverse to have any other desired shape, and mountedin the axis of the bore 2, it will open the bore 2 the casing I, so asto control the bore 2, are two and permit air to flow through same asfully valves 3 and 4. The valve 4 may be regarded as as the shape ofthis valve will permit; but when a throttle or vacuum regulating valve,and is it is revolved into such a position that the polar mounted upon atransverse shaft 5 which is rodiameter is brought into line with theaxis of the bore 2, thus placing the equatorial plane of the valveacross the bore, the valve 3 will then close or nearly close the bore,and reduce the flow of air through the carburetor to a minimum. Asindicated by the numeral I3, the valve 3 even when it occupies theposition shown in Figure 6, will be separated from the inside surface ofthe bore 2 around its periphery by a small annular space, I3, and thisspace will be considerably larger when the valve is turned to itsfullest open position as shown in Figures 1 and 5. At one side of thecasing the spindle 6 is engaged by an external bearing I4 and at theopposite side of the spindle, it turns in another, outside. bearing I5.As I shall describe more fully below, the shape of the combined airregulating valve and spray nozzle 3 is such that the bore 2 can beopened to permit more and more air to flow therethrough in directproportion to the degree of angular displacement of this valve from theposition shown in Figure 6 to that of Figure 1; that is,.when the valveis turned from the position shown in Figure 6 through 45 degrees towardsfull open position, it will permit twice as much air to flow past it, aswhen it is turned through only 22 degrees, and when it is turned through90 degrees to full open position, it allows twice as much air to flowpast it, as when it is turned through only 45 degrees;

I thus the quantity of air which flows through the casing I is increasedor decreased in the same ratio as the angular distance of the valvetowards or from the position shown in Figure 6 is increased ordecreased.

The extremity of the shaft 6 which is supported in thebearing I4 may besolid and integral, but the opposite extremity which turns in the hollowexternal projection or bearing I5, is hollow and comprises at least twoparts or members for the convenient admission and regulation ofgasolineand air to the carburetor. Thus the portion of the shaft 6 whichcontains the axial duct I delivering through the two ports or nozzles 9to the chamber I, is expanded on the outside of the casing I to providea disc or head I6, provided with a rim I1; making in effect a cup-shapedmember which forms one section of the valve for regulating'thegasolinesupplied to the carburetor. Thisvalve for supplying and regulating thegasoline is shown fully in Figures 1, 7, 8, 9, 10 and 11 inclusive. Therim I! of the disc I6 above mentioned, consists of two portions I8 andI9, the portion I8 being of less height than the portion I9, to providea pair of shoulders 20, each portion being substantially half of acircumference. is provided by a similar disc I6, rigid with a journal 6Ato be in axial alinement with the main portion of the shaft 6, and thissection also has the form of a cylinder cup with a rim II comprising asbefore, two portions I8 and I9 of unequal depths, measured in thedirection of the axis of the cup, to provide two similar shoulders 29.

Therefore, when the two sections of this valve are assembled by bringingthem together as indicated in Figures -1, 8, 9, 10 and ll, rim to rim,with the shoulders of one engaging the shoulders 20 of the other, theymust obviously rotate in unison when the valve 3 is rotated. In theportion I9 of the rim ll, of greater depth, on the disc I6, attached tothe journal 6A, is cut a notch or recess 2I, this notch beginning at thepoint a, Figure '7, and extending along astraight diagonal line b, to ashoulder c, the recess being about 90 degrees in extent, andwith itsextremi- The other section of this valve ties, namely the point a andthe shoulder c equidistant from the two shoulders 20. Hence, when thetwo sections of this valve are assembled rim to rim, the recess willpermit communication with the interior of the valve, so that gasolinecan flow through this recess which will serve as an inlet for thegasoline to pass into the rotary valve to the duct I0. At its outerextremity, the projection I5 has internal threads 22, to engage externalthreads upon a perforated element or nut 23, between which and theextremity of the bearing I5, is clamped a washer or backing 24. This nutis perforated and serves as a bearing for the journal 6A.

The projection I5 has an extension receiving in its outer extremity agland 26 to secure therein a gasoline supply conduit 21 having a bore28. See Figure 2. This bore 28 leads to an inlet opening 29 in the sideof the projection I5 and when the port formed by the triangular recess2I in the hollow rotary valve disposed within the bearing I5, uncoversthis inlet 29, gasoline can, of course, flow freely into the valve forregulating the gasoline in the projection i5, and thence by way of theduct I0, through the nozzles 9 to the chamber I in the valve 3. Inpractice, the rims of the two sections of this valve do not quite makecontact with each other, but are separated to a slight extent, asindicated in Figures 1, 8, 9 and 11; and for this purpose, I placeinside of the valve a compression spring 39, which seats against the twoopposing discs I6 and normally tends to move the two sections of therotary gasoline valve apart.

Figure 7 shows the two sections of the valve for regulating thegasoline, in perspective, before assembling; while Figure 8 shows thesetwo sections brought together rim to rim with the triangular recessforming the inlet port which leads to the interior of this valve, ontop. The axis of the extension 25 is at right angles to the axis of thebore 2, so that when the casing I is vertical, both the projection I5and extension 25 will lie in a horizontal plane, and, therefore, theconduit 21 will communicate with the interior of the valve forcontrolling the gasoline through the inlet 29, through the side of theprojection I5. The location of the conduit 21 is indicated in Figure 8with reference to the axis of the spindle 6 only; but when the valve 3is in such position that it closes as much as possible, the bore 2, thevalve forcontrolling the entrance of gasoline to the carburetor, will bein such position that the point a .of the notch or port 2| will be sub-;stantially in line with the bore 28 through the conduit 21, as indicatedin Figure 9. No gasoline at all will now be enabled to flow into thecarburetor. As, however, the valve 3 is turned to bring its polar axismore and more transverse to the axis of the bore 2, the diagonal edge bof the port or recess 2I, will pass across the inlet 29 and expose alarger and larger portion of the area of the bore 28, and thus admitmore and more gasoline to the inside of the valve and the duct I0. Whenthe valve 3 has come to such position that it opens the bore 2 as muchas possible, the sections of the valve for controlling the gasoline willoccupy the position shown in Figures 1 and'll with the shoulder cadjacent the inlet 29 and with the area of the bore 28 in the conduit 29uncoveredto the maximum extent. By tuming the nut 23, the position ofthe diagonal edge of the notch or port 2| can be so adjusted that theextent to which the inlet 29 will be uncovered, as the valve foradmitting the gasoline is rotated,

oblate spherical valve 3.

can be adjusted and increased or decreased at will.

As the edge b of the notch H is diagonal with reference to the spindle6, it is clear that more and more gasoline will be admitted in directproportion to the angular degree of rotation of the valve forcontrolling the gasoline in the same manner as the supply of air isregulated by the That is, in the positions of theparts shown in Figurel, twice as much air and twice as much gasoline will be admitted to thecarburetor, as when the parts occupy positions 45 degrees distant, andso for all other positions, so that while the quantities of air andgasoline may be varied, the amounts of the two ingredients are alwayspresent in the same ratio, and the composition of the fuel which resultsfrom the action of the air upon the gasoline, is rendered constant. Atthe same time, precise and complete regulation as to the amount of airand gasoline admitted can always be secured, and the quantity of eachwill be increased in exact proportion to the extent of angular movementof the valve 3, and the valve for controlling the gasoline supply whichmust always move with the air valve.

With the parts in the positions occupied in Figure 1, the direction ofrotation of the shaft 6 to move the valves towards closing position isindicated by the arrow A; while the arrow in Figures 3 and 6 indicatethe direction of rotation to open position. The end of the shaft 3adjacent the bearing M has afiixed thereto an arm 3!, and on thecorresponding end of the shaft 5 is a similar arm 32. These two arms 3iand 32 are united by a link 33, to be operated together.

On the interior of the casing l, between the valves 3 and 4 is a tubularmember 34, presenting a relatively large end to the valve 3, and securedaround its periphery at this end to the inside surface of the bore 2.The opposite end of this member is smaller, and separated from theinside of the bore 2 by an annular space 35. Between its ends the member34 is contracted, as shown at 31, somewhat like a Venturi tube. Oppositethe contraction 31, the casing l has an air inlet port 38, controlled byan arc-shaped strip or shutter plate 39, with a curved slot 46 therein.To the convex edge of the plate 39 at the middle is afiixed an arm 4|,bent to extend towards the lever 3|, with an opening 42 to give passageto the end of the spindle 6; and having a transverse slot 43, to receivea screw 44, entering a threaded opening in the arm 3|. By means of thisscrew and slot, the arm 4! and plate 39 can be adjusted within thenecessary limits. The member 34 is imperforate between its open ends,that is to say, the walls thereof are continuous from end to end andhave no lateral openings therein.

The arm 3| is perforated to be united to a link connected to anactuating lever, and the valves 3 and 4, of course, move together. Asthe valve 3 and the valve for the gasoline in the projection l5 areopened further, and further, more air and more gasoline are admitted tofiow through the casing in exact proportion to the degree of movement ofthese valves from fully closed to fully open position; but the ratio ofthe quantity of gasoline to the quantity of air is always the same andis, of course, selected according to the known capacity of air to absorbthe gasoline as the latter is admitted to the carburetor.

The journal 6A may have a channel 6 open to the atmosphere to let airenter the inside of the gasoline valve. The vaporization begins in thechamber 1 of the valve 3 and the gasoline issues from the nozzles 9 inthe form of bubbles; ecause as the gasoline flows into the duct !0,enough air will be entrained from the inside of the gasoline valve inthe projection 15, to cause bubbles to appear. From the chamber 1 theair and the gasoline taken up by it are sprayed through the slot 8, anddrawn into the member 34 by air flowing around the valve 3 through thebore 2, the slot. 8 being turned towards the member 34, as the valve 3moves to fully open position. Upon passing the contraction 31, the airand vaporized gasoline meet and mix with air entering the port 38 andflowing through the annular space 36. ,Thus air coming in by way of theinlet 38 blows through the space 36 toward the axis of the bore 2, allaround the member 34, forcing the spray to intermingle still further,the gasoline thus becoming more completely vaporized, so that when theintake manifold of the engine is reached, a practically dry combustiblemotive agent has been produced. Hence the member 34 facilitatesvaporization with the annular air space 36 and inlet 38, through whichair flows and escapes as a thin annular stream, to envelop and surroundthe spray of air and gasoline proceeding from the air regulating valveand'spray nozzle 3. annular stream of air surrounds the spray and drivesany unvaporized particles of the mixture that mayreach this point, awayfrom the surrounding wall of the casing to the axis of the bore 2, andgreatly increases vaporizing action. As many of these annular airstreams and members 34 may be employed as may be found necessary tosecure a satisfactory degree'of vaporization.

The ratio between the quantity of air and the quantity of gasoline iskept constant, as above stated; though the amounts of air and gasolinemay vary as the valves are opened or closed, to a greater or lessextent. But a constant airgasoline ratio is impossible with any devicewherein the vacuum or pull upon the gasoline is variable. It isessential that a steady, constant pressure be applied to the gasoline atall times and under all conditions, if we expect to produce a. steady,constant flow thereof; and

such flow can not be procured with any carburetor wherein the vacuum andconsequently the unbalanced pressure on the gasoline is variable orfluctuating.

The normal vacuum in the intake manifold of e an internal combustionengine is known to vary in proportion to the opening or closing of theair inlet valve; for example, the throttle valve 4; and this variationmay be such that the vacuum ranges from 20 inches of mercurydisplacement when the throttle valve is closed, to one-half an inch whenthe throttle is fully open. Clearly, a pressure equivalent to 20 inchesof mercury displacement will force a greater quantity of gasolinethrough an orifice in a given time, than will a pressure equivalent tobut one-half an inch of mercury displacement; therefore, the normalvacuum can not be relied upon to supply a steady and regular flow ofgasoline to the carburetor.

If the gasoline were exposed to this fluctuating vacuum and the gasolinetank placed at a level lower than the carburetor, it will be found thatin every case a surplus of gasoline will be in evidence when thethrottle is closed; and, if the level of the gasoline is more than sixinches below This the carburetor, no gasoline will be supplied at allwhen the throttle is full open. In view of this fact, the usualfluctuating vacuum of a gasoline engine cannot be depended upon as theforce for supplying gasoline to a self feeding carburetor; but means forproducing a constant not a variable pressure upon the gasoline must befound. It is imperative to decrease the maximum normal vacuum andincrease the minimum normal vacuum until the two extremes meet on commonground which cannot be less than an equivalent of three inches ofmercury displacement, or a fuel lift of 36 inches necessary whenautomobiles are on grades.

Reference to Figure 1 will show how I secure the end underconsideration.

Plainly, if the valve 4 be closed, no vacuum or unbalanced pressure canact upon valve and nozzle 3, and if the valve 4 be turned to fully openposition, the total vacuum or unbalanced pressure possible will takeeffect on the valve and nozzle 3.

Also, if a hole, say one-sixth of an inch in diameter, be drilledthrough valve 4, or a slight free air space such as the space i3, isprovided between the inside wall of the casing and the periphery of thevalve 4; and the engine is then started; there will result a relativelyhigher or major vacuum in the intake manifold, (which will be connectedto the upper end of the carburetor), and a relatively low or minorvacuum between the valves 3 and 4. Increasing this opening in the valve4 increases the vacuum on the valve 3; and decreasing this opening,decreases the vacuum acting on the valve 3, but as the valve 4 alsogoverns idling conditions, the air passage through the valve 4 cannot begreater than that demanded for idling conditions. Instead of an openingthrough the valve 4, this valve may be arranged to be closed notentirely, but to leave a small space 43 between its edge and the insideof the casing I.

The relation of valves 4 and 3 and the respective volumes of airpermitted to pass them when the valves are closed and in idlingpositions, is important in this discussion. If the volume of air passingthe valve 4 were equal to the volume passing the valve 3, the vacuum inthe manifold above the valve 4 would be equal to the vacuum between thevalves 3 and 4. If the volume of air passing the valve 4 were less thanthe volume passing the valve 3, the vacuum in the manifold above thevalve 6 would be greater than the vacuum between the valves 3 and 4; andif the volume of air passing the valve 4 is greater than the volumepassing the valve 3, the vacuum between the valves 3 and 4 wouldincrease in exact ratio to the increase in volume of air permitted topass the valve 4.

From these easily demonstrated facts it is clear that if we set thevalve i to allow air for idling to pass, we may make a free air spacei3, around the periphery of the valve 3 and provide for a wide range ofvacuum or unbalanced pressure or force on the valve and nozzle 3; andconsequently upon the air and gasoline within it; while the parts are inidling and low speed positions. In practice it has been found that thefree air space around the valve 3 should, in cross section or area, befive times the cross section or area of the required idling streampassing the valve 4. These proportions will reduce the maximum vacuum ofabout 18 inches of mercury displacement in the manifold to approximately3 inches on the valve 3, and the gasoline entering it;

One must bear in mind that the arms 3| and 32 are joined by the link 33;and any movement of one arm thus imparts a corresponding movement to theother.

Having shown how the maximum vacuum is reduced to the desired point, itis necessary to explain how to increase the minimum normal vacuum on thegasoline, when the valves are in full open position as shown in Figure1.

Reference to Figure I shows that if air control valve and nozzle 3 werea thin disc of metal like the valve 4, there would be, with both valvesfully open, no resistance to the air passing through the device andconsequently no vacuum to speak of. To obviate this condition andincrease the vacuum or unbalanced pressure on the valve 3 and thegasoline when the valves are in fully open position, I employ the hollowoblate spherical air valve and spray nozzle 3 already described.

When the valve 4 is fully open, it offers no resistance to the airstream and, therefore, produces no vacuum. On the contrary the oblatevalve 3 even when fully open greatly reduces the free air passage orbore 2, through the body of the device, and increases the vacuum on thisvalve 3, and the gasoline and air within it. Owing to its special shape,this valve 3 always, in any of its positions, will necessarily reducethe air passage between its circumference, and the inner wall of thecasing l, to the size essential for maximum speed and efliciency; andthough the vacuum above the valve 4 may tend to fluctuate widely, thevacuum at the valve and nozzle 3 remains substantially constant and or"the degree needed.

It has been amply demonstrated that if the bore 2 through the body I be1 and inches in diameter, the polar diameter P of the valve 3 may be A;of an inch, thus leaving a free air passage around the valve 3 of aninch in width. This air passage has been found suflicient to supply airfreely at maximum speed for all engines having from 192 to 250 cubicinches of piston displacement; and at the same time, it produces avacuum sufiicient to draw the fuel from the tank at the rear of the car;even when on steep grades and under most trying conditions.

The slot 46 in the shutter-plate 39 is not as long as the plate, butleaves unperforated portions or the same area at the ends of the plate.When the air regulating valve 3 is closed as in Figure 6, one end of theplate 39 closes the port 38, and when the valve 3 is turned by the lever3! to fully open position as in Figure l, the other end portion of theshutter-plate 39 also closes the port 38; but on passing from closed tofully open position of valve 3 or vice versa, the slot 43 in the plate39 exposes the air inlet port 38, and admits air throughout a turn or"93 degrees. When the valve 3 is closed, the air inlet 38 is closed toallow the engine to idle; and the inlet 33 is also closed when thevalves 3 and 4 are opened fully for starting, but at intermediatepositions of the valves 3 and 4, the air inlet is exposed through theslot 43.

At its lower end, the casing may have the usual air-choke valve 41,mounted on a shaft 48, rotating in bearings 4-3, and carrying anoperating arm 53. The arm 3! has one or more openings to attach it to anoperating lever.

In some cases, I may dispense with the arcshaped shutter-plate 39, andadopt the construction shown in Figure 12. The outer end of the bosssurrounding the inlet 38 is internally threaded, and into this boss isscrewed a bushing 52, bearing a poppet valve 53, seating on its innerextremity. This bushing has screw threads 54 on its outer end to receivea perforated cap 55, with a central bearing 5%, in which the valve stem5? can slide. This stem has threads 58 at its outer end to be engaged bya nut 59, and between the nut 59 and the cap is a spring 65, holding thevalve normally shut. The nut enables the tension of the spring to beadjusted as required. This modification operates as above to admit airduring normal running of the engine.

At the top of the casing is a flange (ii to enable the carburetor to bebolted to the end of the conduit leading to the intake manifold of theengine.

While I have mentioned gasoline herein, I wish to be understood asasserting that I am not limited thereto, but any other volatilecombustible liquid may also be employed.

No claim is made herein to the combined valve and spray nozzle 3 whichis the subject of my copending application, Serial No. 49,963, filedAugust 13, 1925; or the rotary gasoline valve which is the subject or"my copending application, Serial No. 49,964 filed August 13, 1925.

Having described my invention, What I believe to be new and desire tosecure and protect by Letters Patent oi the United States is:-

l. A carbureter having a casing with a bore therethrough, the oppositeends or" the bore serving as the main inlet and outlet of the casing, ahollow member open at both ends in the bore, said member presenting oneend to said inlet and being secured around its periphery at said end tothe inside of said bore, and being separated from the inside of saidbore by a restricted space at its opposite end, which is the smaller,said member being contracted and imperforate between its ends, thecasing having a port to admit air to said space adjacent the contractedpart of said member, means for admitting hydrocarbon to said bore, acombined rotary valve and spray nozzle in said bore adjacent the end ofsaid member secured to the inside thereof, and means connected to therotary valve and nozzle to control said port.

2. A carbureter having a casing with a bore therethrough and an air portleading to said bore, a hollow member open at both ends in the casingadjacent said port, said member presenting one end to said inlet andbeing secured around its periphery at said end to the inside of the boreand being separated from the inside of the bore by a restricted space atits opposite end, which is the smaller, said member being contracted andimperforate between its ends, said port lying adjacent the contractedpart of said member and between the ends of same, a combined rotaryvalve and spray nozzle in said bore adjacent the end of said membersecured to the inside thereof, a fuel valve outside the casing andconnected to the rotary valve and spray nozzle to be operated thereby,and a valve to control said port connected to the rotary valve and spraynozzle, said port leading to the space surrounding said member.

3. A carbureter having a casing with a bore therethrough, a hollowmember in the bore, said member being secured around its periphery atone end to the inside of the bore, and being spaced from the inside ofsaid bore at the opposite end, the casing having a port to admit air tothe bore adjacent said member, means for admitting hydrocarbon to saidbore, a valve in said casing, and means connected to the valve tocontrol the port.

4. A carburetor comprising a casing with a bore therethrough, a spindleextending transversely of the bore supported by the casing, a valvehaving convex opposite faces mounted on the spindle, and a tubularmember in the casing beyond the valve, secured to the inside surf-ace ofsaid bore around its end adjacent to said valve, but spaced from theinside of the bore at its opposite end, the casing having an inletthrough one sidebetween said two ends of said member.

5. A carburetor comprising a casing with a bore therethrough, a spindleextending transversely of the bore supported by the casing, a valvehaving a convex exterior mounted on a spindle and a tubular member inthe casing having a restricted portion beyond the valve when the valveand member are in such relative positions that air can flow past theexterior of the valve, said member filling said bore and having aportion spaced from the'inside of the bore, the casing having an inletthrough one side to admit air between the ends of said member.

GUY L. KENNEDY.

